Ship telegraph



Jan. 31, 1928.

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A TTORNEYS w. R. HQRNBERGER sun TELEGRAPH Filed Aug. 27. 1921 11 sheets-sheet 2 NAVlSA'I'lNG BRIDGES. ,2. ENGINE RO0M12.

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W. R. HORNBERG ER SHIP TELEGRAPH Filed Aug. 27. 1921 11 Sheets-Sheet 5 NAVIGATING BRIDGE 9. ENGINE DOOM 12.

21 .Qi Ci William P yerg W ATTORNEYS Jan. 31, 1928. 1,657,928

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W; R. HORNBERGER SHIP TELEGRAPH Filed Aug. 27, 1921 11 Sheets-Sheet l/V l/EN TOR Mlliam R. Horzzbe yep A TTORNEYS WITNESSES Jan. 31, 1928.

W. R. HORN BERGER SHIP TELEGRAPH Filed Aug. 27. 1921 ENGINE 1200M 12.

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W. R. HORNBERGER SHIP TELEGRAPH Z MP3 5 4 INVENTO/i' WITNESSE Z William). L Honzbez yez.

ATTORNEYS Patented Jan. 31, 1928.

'UNI-TED STATES PATENT, OFFICE.

WILLIAM REED HORNBERGER, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNORQOI ONE-HALF TO CHARLES ALBERT GEHRMANN, OF PHILADELPHIA, PENNSYLVANIA.

' SHIP TELEGRAPH.

i Application filed August 27, 1821. Serial No. 496,072;

My invention relates to improvements in I ship telegraphs, it beingmore particularly an improvement on the ship telegraph disclosed in my Patent Number 1,575,599, and it consists in the constructions, combinations and mode of operation herein described and claimed.

An object of the invention, and one which relates particularly to the specific improvement herein disclosed, to provide means, including a relay or the like, associated with each order indication to insure the sole activity of that order indication and none other, when the necessary operation is carried out to transmit that order.

. Other objects and advantages of the invention will appear in the following specification, reference being had tothe accompanying drawings, in which Figure 1 is a diagram illustrating the various circuits of the ship telegraph, three transmitting instruments or order stations and one receiving station being shown,

Figure 2 is a diagram illustrating the actions that take place on initially closing the main switch at the bottom, i

Figure 3 is a diagram illustrating the actions that take place when the engineer replies to'the stand by order which is rendered prominent on initially closing the 9 main switch,

Figure 4 is a diagram illustrating the actions that take place when one of the operators actuates the sloworder,

Figure '5 is a diagram illustrating the actions that take place whenthe engineer replies to the sloworder,

Figure 6 is a' diagram illustrating the. actions that take place when the engineer statlons of engine apprises all order trouble,

Figure 7 1s a detail new of the mechanism of one of the transmitting instruments or order stations, also showing the cooperat ing relays which are common to the whole telegraph,

Figure 8 is a front elevation of one of the transmitting instruments showing the arrangement of the push buttons of the order switches and the corresponding orders,

Figure 9 is a detail view of one of the,

order compartments,

Figure 10is a detail vertical the hue 10-10 of Figure 9,

section on Figure 11 isaflhorizontal section on the line lll1 of Figure 10,

in the engine room andfbank ofrelays, and I Figure 13 1s a detail v1ew of one of the relays.

This invention is related to the ship telegraph disclosed in my Patent No. 1,57 5,599

and it consists particularly of a relay so associated with eachorder signal that only the intended one oft-he order-signals will become operative upon the transmission of an order.

The invention also includes certain primary and secondary safety circuits which cooperate with said relays. r

In order that the reader may obtain a clear and connected understandingof the ship telegraph, the following specification begins with a descriptionrof the general.

construction, proceeding with the descriptions of the action taking place on initially energizing the telegraph system, sendingthe slow order, replyingto the slow order, sending the engine trouble order from the engine room, and concluding with a rsum of the features of advantage of the inven tion. To further aid in the understanding of the construction and in following the accompanying reading matter, attention is directed to this: 1

. Auxiliary reply busses'.

Order bell.

Schedule of symbols.

Signal battery or positive line wire. Common return or negative line wire.

- Order indication.

Busses or main lines Auxiliary order busses.v

Relay solenoids. V Solenoid stick control circuit. Current controlling contactors or relay jumpers. r Stand by circuit.

Engine room reply wire. Restoring wire.

Time recording means. Primary safety circuit. Secondary safety circuit.

enamed m The general construction of the improved ship telegraph is diagrammatically but clearly illustrated in Figure 1, to which attention is first directed. In the normal operation of the telegraph, current is supplied by a suitable generator over the positive wire 1, returning over the negative wire 2. \Vhen the current thus flows, the suitably wound magnet 3 is energized, attracting the contactors 4. 5 of the associated switch, conducting the currentto the main positive line wire SB and enabling the current to return over the common negative wire C.

'The switch structure thus partially described, and illustrated at the right of Figure 1, is what may be termed for convenience, ano voltage release. The position of the device shown, illustrates the current from the generator as having failed, whereupon the switch members 43 5 drop to the lowermost position and engage suitably arranged contacts of positive and negative wires 6. 7 leading to a storage battery of a suitable type. This provision makes it possible to keep thev telegraph in operation even should the current from the main source. i. e. the generator. fail. Suitable fuses 8 are interposed in the wires SB and C. as shown, for purposes of protection.

A plurality of transmitting stations is shown, these being respectively indicated 9, the navigating bridge. 10, the flying bridge, and 11. the wheel house. Although but av single receiving instrument 12 is shown, any number of such receiving instruments may be used in the engine room of the ship.

Since all of the transmitting instruments 9, 10 and 11 are the same in construction and operation and only the receiving instrument 12 is different, only one transmitting instrument is described below and illustrated in connection with the receiving instrument in Figures 2 to 6 of the drawing. Reference is now directed to Figure 7 which one of the transmitting instruments. for example, the instrument 9 on the navigating bridge, is shown in detail. 1 Located at the top is the order bell OB to which the positive line wire SB is connected at one side, the other side being connected to the order common wire OC'by means of the wire 13. Ten order indications 0, O O 0", O, O, 0 O O and O are connected at one side to the wire DC, the other side of the order indications being connected to the busses A3 A A A A", A, A, A A", and A by wires 14. 15.16.

17, 18, 19, 20, 21, 22 and 23 which embrace the relays ZA ZA, ZA, ZA. ZA", ZA, ZA, ZA ZA and ZA".

The latter relays in combination with associated structure constitute the present invention.

The armature contactors 191., 192, 193, 194. 195, 196 197, 198, 199 and 200 are normally open or out of engagement with the pairs of; front points 201. 201; 202, 202; 203. 203"; 204, 204; 205, 205; 206. 206; 207, 207; 208, 208; 209, 209 and 210. 210; the first contacts of the respective pairs being those to which the wires 14, 15, etc. are connected. The contactors 191. 192, etc. are connected to the busses A. A etc, through wires 211, 212. 213, 214, 215, 216, 217, 218. 219 and 220, which wires are also connected to wires 221, 222, 223. 224, 225. 226. 227. 228. and 230, which extend from the relays ZA, Z11 etc" to the various order switches 0S OS etc, all as clearly disclosed in Figure 7 and in the description following.

Running alongside of the wires 14, 15 etc, but connected to the front points 201". 202, etc. are wires 231. 292, 233. .l-t. 29:"). 236, 237, 238, 239, and 240, extending to the reply indications R R etc. more spccilically described below. Corresponding wires 14, 231; 15. 232: etc. respiu'tively relating to the order and reply indications 0. R 0, R etc. of the various sending stations 9 etc. are connected by auxiliary busses AO ,AR A0 APE: A0. AB": A 0. AR: A0 AR"; A0. AR": A0 Ali: A0. AR A0, AR": :10, AR.

Arranged, in pa 'allelism with the buss-cs or main wires just indicated. are bo ses RC. 06, SB, H and E, the latter having a. counterpart c in the series of auxiliary busses, there being a connection 24.1 between the two. The busses 0C and SB (Fig. 1) will be recognized as being the cont-inuations of the wires 0C and SB described above, by reason of the connections thereto. as shown. Running parallel with the wire OC'is the reply common wire RC, which is also substantially a continuation" of the bus BC by virtue of the connection 24.

A plurality of switches 25, one for each wire running to the various busses. is provided for each wire in the main or control circuit. all these switches being so connected that all will operate as one, making it im possible to open one without opening all. The double throw switches are to be so constructed that in'uncdiately upon opening one side of the switch, the other side will close. This insures an unbroken main circuit.

Arranged beneath the respective order indications O etc. incidentally mentioned above. are companion reply indications R. R R R. R", R. R R. R and R". All of the order and reply indications consist preferably of lamps and pointers as shown in Figure 10, but obviously may consist of :tion with operations Nos. 1 and any other device or devices suitable for the purpose.

These various indications are not in direct electrical connection with each other, but when the cont-actors 191 etc. bridge the front points 201, 201*, etc, current is conducted either to the order indications or reply indications, depending on circumstances that are described in connec 2 in Figures 2 and 3 of the drawing.

Theorder indications O etc., are

' energized when an order is being transmitted from one of the order stations, and the reply indications R R etc, are energized when the particular order given is replied to by the receiver in the engine room. The restoring wire H is connected to thebus H, an extension ofthe mam positive WIIG'SB,

divided into branches .26, 27, 28,

. function, in that it is merely a One ot-the switches in the series of order- .switches Just described, namely, the reply switch RS, isslightly dil'ierent 111 construe station to transmit that 32, 33 and 34, runningin parallelism with the wire. H as clearly shown in Figure 7.

Operatively associated with the wires H and positive benches 26, 27, etc, are the order switches S 0C O3 03 OS, OS, O5 0S and US, which aregindividually depressible by the oilicer at v the particular order represented by the order switch then actuated. Each order switch includes a back point and a pairoi' front points, the back point, against which the respective order switches rest normally, being indicated 35,

36, 37, as, 39, 4o, 41, 42 and 1 Those ofthe front points vconnected'to the restoring wire H are indicated 44, 45, 46, 47, 48, 49, 50, 51 and 52, while those connected to the respective wires 221, 222 etc,

are indicated 53, 54, 55, 56, 57, 5.8, 59, 60, 61

and 62. In the normal position otthe parts, as in Figure 7, a current path is completed from the positive wire SB through the va rious branches 26, 27, 28, etc. to the last order switch CS by reason of the normal contact of the various order switches with the respective back points Or the branch wires. The back point43 alone performs no stop point for the switch OS and is not connected to any wire 'as-is the case with the preceding back points.

tion from the ordcrsvitches at either side. This switch REP 18 connected through the it wire 241 to the engine room repiy bus llin contra-distinction to the connections of the other switches to branches leading to the .Wire S13. M

front point 56 which is conincted to the wire 22 the reply or acknowledgementlot the order engine trouble by "ti The switch RS has but a six lie The purpose or the switch BS is for ie otiicer at the order station, while all the o 'rswitches are 0 l v for transmitting orders to the engineroom.

.of positive energization.

There isa plurality of order controlling relays, eachcorresponding to a companion one of the respective order indications tabulated below and accordingly designated Z Z Z Z Z Z Z Z Z and Z The solenoids ofthe relays Z to Z are respec tively energized upon transmission of an order corresponding to the depression of a particularcompanion order switch OS. The end relay Z is not subject to control by the order switches OS, but is controlled only by the reply switches BS in the engine room instrument. I 1

r The solenoids of the respective relays Z Z etc. to Z are connected at one side to the common wire C and at the other side to the busses A A etc, to A through the wires 64, 65, 66, 67, 68, 69, 70, 71, 72 and 73. One side of the solenoid of the relay Z is also connected to the common negative return wire C, while the other side is connected through the wire 74 to the engine room reply wire E- Each solenoid Z Z etc. to Z has a mov those disks are shown ascontactors in the diagrammatic drawings, because by soshowing the disks, thevar'ious circuitpaths can he more easily traced.

Arranged in horizontal series are the contactors of the S circuit, which tively designated S 8 ,8 S, S S, S", S S", S and S These normally rest against back points or contacts of connecting wires 86, 87, 88, 89, 90, 91, 92, 93 and 94, the wire 94 being connected to the contactor S which merely rests againsta dead back point and has no connection to the con-- 'tactor S which also" merely rests against a dead back point.

Front points 95, 96, 97,98, 99, 100, 101, 102, 103, 104, and are engageable by the companion contact-01's S S etc. to S, when the respective solenoids Z ,'Z etc. to Z 1 are individually energized, thereby supplying whatis so termedfor convenience of description, stick? energy to that particular solenoid previously energized by the depression of its corresponding order switch,

from the branch wire 106 which is capable 95, etc; are connected to wires 242, 243, 244, 245, 246, 247, 248, 249, 250 and 251, leading from the wires 64 etc. to the contactors of the P series designated P P P, P, P

P P P P and P are respec- The front points energy ppl ed to the solenoid Z by a wire 107 which runs from the branch 106 to the contactor S Normally, no current flows through either the wire 107 or over the stick circuit S by reason of the positions of the contactors of the N circuit. These contactors are arranged in a double row, and in accordance with the direction of flow of the current from right to leftas will appear below, are deslgnated N N2 N2 L74: N5, N's N"!7 N3 N9. N107 N11, N12 X, N, N, N, N, and N.

11 wire 108 connects the front point of the contactor N to the back point of the contactor X, and incidentally it should be here noted that throughout the drawing, front contact points are to be distinguished from back contact points by the engagement of the contactors or switch arms with the back point in the normal positions of the parts. \Vircs 109, 110, 111, 112, 113, 11 1, 115 and 116 connect the respective cont-actors N N, etc. N with the front points of the companion relays Z Z etc. Z in horizontal order. For example, the contactor N is connected by the wire 109 with the front point of the contactor N and so on across.

A branch 117 connects the wire 108 to the back point of the contactor N. a wire 115 connecting the front point of the same contactor to the branch connection joining the front and back points of the contactors N and N. \Vires 119, 120, 121, 122, 123, 124;, and 126 connect contactors N, N, etc. N to the back points of contactors N N etc. N all of these back points being in turn connected to the frontpoints of the contaetors N, N, etc. N by short branches.

The back points of contactors N N etc. N are connected to the wires 109, 110, etc. 115 by wires 127, 128, 129, 130, 131, 132, and 133. The M or stand by circuit comprises a horizontal series of contactors M M M M, M, M M 1V and M wires 134, 135, 136, 137, 138, 139, 140 and 1 11 connecting the back points of the various contactors to the contactors next in order. For example, the back point of cont actor M is connected by the wire 134 to the contactor M and so on across with the exception of the eontactor M in which case the Wire 1-l1 joins the two adjacent back points, the contactor itself being connected by means of the'wire 142 to the bus A Disposed above the stand by circuit M is the safety circuit R, the contactors R R R, R", R, It, h, R, R, and R of which are arranged in horizontal series. A branch C from the common wire C, connects the pivotal point of all of the contactors in the R series, the front points of the respective contactors having a common connection 262 to the .contactor 268 of the last relay Z. The back point 26%, with which the contactor 263 is in normal engagement, joins the bus OC through the wire 265, the front point 266 of the contactor joining the bus RC to the wire 267.

A positive branch wire 1 13 runs from the main positive line wire SB to the contactor N of the relay Z, by this manner of connection supplying current to the N circuit and the S circuit when one of the relays Z, Z etc. Z is actuated to properly position the companion contactors thereby shifted to close the N circuit. Current is supplied to the M circuit through the wire connection of the contactor M to the branch wire 143.

The Q or time-recording circuit comprises the contactors Q}, Q Q Q", Q, Q, Q], Q}, Q", Q, and Q which are all connected to the positive branch wire 143 and respectively have brush contacts 141 145, L16, 147, 148, 149, 150, 151, 152, 153 and 15 1, by means of which momentary contacts are made and the time of operation of the then active companion relay in both directions, recorded on suitable recording means which is not required to be illustrated in the In'escnt connection.

Of: the cont-actors in the Q, circuit, the cont actor Q is the only one which has no connection to the branch 143, this contactor being connected to the wire 7 1 by the branch 155, to which the back point 105 of the contactor S is also connected. The retractor contactor 156, in horizontal line with the top row of contactors of the N circuit but having no operative connection therewith, is joined through the wire 157 to the retractor solenoid Z at the other end of the core 85 of the relay Z Upon subsequent depression of one of the order switches OS after a previously given order has been transmitted to the engine room and in turn acknowledged by the engineer, (by which act of acknowledgment the relay Z becomes energized), a circuit is momentarily completed through the retractor solenoid Z because the contactor 156 is then in engagement with the front point to which the wire 158 leads from the bus H, the return path of the current from the solenoid Z being over the wire 159 to the common negative return C.

A contactor controls the return current over the wires 265 or 267 which respectively terminate in back and front contact points 264-266 at the contactor. The wire 265 is connected to the common return OC, while the wire 267 is connected to the common return BC. The up and down movement of the contactor 263 causes the lighting and extinction of the order and reply indications O and R, as appears more fully below.

-Main switches MS, MS and MS are so located as to be individually operative at the respective transmission stations 9, 10 and 11, these switches also being emclearly .shown in Figure 1.

; and Hegeinan in catalog No.24, and in de tail in ny Patent N umber 1,575,599, the arrangement being such that the current can be turned on by merely operating any, one of-theswitches at any onejof thestations.

The; receiving instrument in the engine room is to be considerednext. It is shown in? detail-in Figs. 8, 12 and 13, wherein parts corresponding in constructionand operation to similar parts in the transmitting instruments, of which the first one is described abo ye inconnection with Figure 7, are, to be recognized by similar reference characters. A diii'erence in the'receiving instrument over consists of the provision of a plurality of reply switches respectively designated RS BS E8 RS RS, RS RS RS and RS The purpose of these switches is to enable the engineer to reply to or acknowledge orders transmitted to him.

The engineer can transmit only one order, 1'. e. engine trouble, by means of the order switch 08%, the circuit connections ofwhich are so arranged ltlliltprecedence is given over anyorder then up on any board. The order switch OS (Fig. 2) has a front point 163, in association with the front point 56, which is connectedto the bus H by the wire H The order switch OS also has a direct connection to the main positive wire SB through the wire 164; As inthe case of any of the transmitting instruments 9, etc., the

'order and reol indications O R etc. of

i y y the engine room receiving instrument 12 have individual wires at, one side, leading off to a point of controlfby a single contactor; This isshownyery clearly in Figure 12. The order indications 0 0 etc.

have wires 268, 269, 270, 271, 272, 273, 274,

275, 276and 277 individually leading to front points278, 279, 2.80, 281, 282, 283, 284, 285, 2 ,6 and 287 of the cont actors P P etc. Companion front point 288289, 290, 291, 292, 293, 2941:, 295, 296, 297 are connected by wires 500. 301, see, 303, i,

305, 306, 307 to the reply indications R R etc, companion. to the order indications mentioned above. lVires 308, 309, 310, 311', 312, 813, 31 i, 3 .5, 316, and 317 join the front points 53, 54, 55, 56, 57, 58, 59, 60, 61 and 62 of the renly switches RS RS etc, to the busses A, A etc, on the same that the -Front points 54-, etc. of any scnding instrument are connected to the same busses by mez'ans thewires 221, 211; 222, 212;etc. Y

Attention is next directed tothe detailed description at one tran mitting instrument, illustrateo in Figures 8, 9, l0 and 11. The

mechanism iscontained in a suitable casing the transmitting instrun'ients order.

165, preferably-made of metal, provided with a suitable flange166 by means of which] the casing is attached inalconvenient position, and .having a'door 167 suitably arranged to make an ,airand water-tight; clo-fl sure. The door ishingedat 168 and has suitable elamping'means169 through which the door is firmly clamped over. the opening of the. casing. Tiler-care twenty openings in the door 167, corresponding in number-to 7. Strips or portions 170, 171, and '172', sepj. arate and define the various openings ver--.

tically, theiportions 170, l72 providing'the necessary support for mounting the order switches CS CS 0S OSHOS OS,- OS", 0S OS and CS The up er row oi five of these switches is associated with the following indications under the legend Ahead orders. 0 Full. Half. 0 Slow.

0 Stand by. 0 Finished withengine.

Astern orders 0 Full. 0 Half. O Y Slow. 0 Stop. 01* ..Engine trouble.

Each of these orders has'the correspond ing reply indications Rf, R Biand R", the various order and reply indications being painted or otherwise applied to the" translucent panes 17 3 in the, openings in the door. g Y a Prominence is given that particular order represented, by the order switch depressed by the operator, by the li hting otthe lamp behind the opening bearing the order legend then in operation/ One or more lamps can be placed behind each legend, only one lamp being shown, however, ineaclrcase in Fig are 10. l p

Electro-inagnets 17 4, 175 are placed in cir -cuit with the order and reply indication latter are fragile in thatthe filaments are the order and reply indications. in Figure more likely to break, but the pointers will indicate under all ordinary circumstances.

1H, for example, the order 0 is brought into prominence by lighting of the lamp, the magnet 174 will be energized attracting the armature 176 and elevating the pointer 177 to more clearly designate the full order. The order switches may be of any desired construction, Figure 11 showing one form, the various front and back contact points being recognized as being the same as those described in connection with the first unit in Figurel'. The switch structure is preferably' enclosed in an air-tight casing 180, because the main current is not broken by these switches.

One relay Z is shown in detail in Figure 13. This is the relay Z arbitrarily selected from the bank of relays in Figure 7. All of the relays are substantially alike, it being noted, however, that the relay Z in Figure 7 is minus a contactor in the M or stand by circuit, the purpose of this omission being to prevent the breakage of the M cir cuit when the relay Z is automatically energized by the initial closure of one of the main switches MS", etc.

The solenoid Z of the relay in Figure 15 is suitably vented at 181, in accordance with approved modern construction, and is contained in an insulated case 182. This case may be surrounded by a strap of iron 182, all mounted on top of the contact housing 183, in which the various contacts and contactor disks are located. In the actual construction of the relay, as in Figure 13, the contactors S N", N, R, M Q and P designated as such for convenience of illustration, consist of disks bearing the same reference characters, and aflixed to the core 76 of the solenoid.

Each contactor disk has cooperating front and back points collectively designated 184 and 185, with the exception of the front points of the disks S Q and P the front points of which have been referred to above as 96, and 279-289 respectively. The front and back points consist of resilient contact strips which are respectively fastened at 186-187 to the casing 183 at each side of a common stop 188 between said con tacts.

The arrangement of the front and back points makes a novel form of contact breaker, it being understood at once that considering the core 76 to move upwardly, the back' points at each side will follow the disk S until the stops 188 are reached, whereupon the disk S will have but a short distance to travel before the front points 96 are engaged. The relay Z is removed from the companion order switch CS and therefore removed from the places where the main current is broken, it naturally following that the order switches OS of the transmitting instruments can be housed in airtight casings because the escape of gases attending circuit breaking will not have to be provided for in said instruments.

A. spring 189, or other equivalent means, is attached to the lower end of the core 76 so as to retard the upward movement thereof when the solenoid Z is energized, but to hasten the return of the core when said solenoid is deenergized. The relays Z are therefore retarded in picking up but are quick in returning. The retractor solenoid Z in Figure 7, is merely an auxiliary to the spring 189, insuring the return of the core should the companion spring fail to make the return. If desired, both springs and retractor solenoids may be employed in connection with each of the relays Z. The spring 189 in Figure 13 is adjustable in tension by the wing nut 190 at the bottom.

The operation comprises five major acts which are described below in regular order, beginning with automatically ordering the stand by'indication. Consider Figure 2. In this figure, and in Figures 3, 4, 5, and 6 following, the active lines and devices are indicated in heavy lines. Normally, the entire system is dead, that is to say, current flows on none of the lines. The officer on the navigating bridge 9 turns the main switch MS of that transmitting instrument, whereupon current flows from the positive pole of the source of energy over the main line wire SB, including the bus SB, the ultimate effect of this initial current being to ring the order bells OB of all bridges and the engine room, returning via the order common wires 00 to the bus OO, over wire 265 and through the safety circuit R, and finally to the negative pole of the source of energy. But before this ringing of the bells OB can be accomplished, the main and auxiliary relays Z and ZA must be energized, the actions now in the course of description taking place substantially simultaneously so that the energization of these relays, the ringing of all order bells OB, and the lighting of all order indications O take place at once as the result of closing the main switch.

All order indications 0 (stand by) are lighted by the energization of relays ZA in this manner and it is clear that the purpose of the invention becomes apparent: Current enters the branch 143 from the main line wire SB, flowing over the M circuit comprising the contactors M M etc. M, reaching the wire 142 and flowing to the bus A, from whence it flows via wires 215 and 225 to the relay ZA, returning to the negative pole of the source of energy over the common return wires C.

Upon the energization of relay ZA'" the attraction of the contactor takes place, bridging the adjacent frpnt points of the CIR 68, through the solenoid Z returning via the negative return Wire The core 79 is thus attracted,lifting the armatures S N, N, R Q and P? fromloont'act with the respective back points, intoengagement with the various front points. -The armature Q operates to mark the time of lifting of the core 79 by virtue of the 'opera-tively associated time recording mechanism.

V The armatures 195 and R of the relays A and Z respectively being up, current V flows as follows: Current flows from the bus A overwire 215 to the armature 195, front point 205, wire 18 to the auxiliary bus A0 continuing from there over all wires 18 to the various order indications O ,'returning via the order common wires 06 to the bus 00, down wire 265 to the back point 264 of the relayZ throughthe armature 263 and over thewire 262 of the primary safety circuit to the armature R then returning to the negative pole of the source of energy via the common wire G. q

Another circuit isemployed in connection with the stand by order 0 in the engine room, since it is to be observed that the auxiliary busses A0 etc. are common only to the transmitting instruments. The engine room order 0' is energized in this way: The

core 79 of the relay Z still being attracted and all armatures being up, current flows from the bus A over wires 68. and 246 to the contaotor P of the secondary safety circuit, entering the wire 27 2 at the front point 282, then flowing through the order indication O, returning by way of the order common wire 00, finally finding its way tothe negative pole of the sourceof energy with the current that has been described as flowing throughithe primary safety circuit "R via wire 265, back point 264, contactor 263, etc.

All order indications O? are now energized throughout the system and the order stand by is rendered prominent by reason of the lighting' of the lamps therebehind. The en gineer isthus admonishedto pay attention and wait for an ensuing order. The reply indications are not energized by the attraction of the contactor 195 of the relay ZA', because tracing the necessary current path via wires RC and 2 1-, bus RC and wire 26?, finds an" end at the front point 266 of the relay Z which front'point is open and hence current cannot get back to the common wire C. For the same reason, the reply indication R in the engine room cannot become energized because a-tracer along Wire 2302 from the-arlliature Pfland then along wire 24 fromthe return common wire RC of the relay the engineyroom, will end at the front point 266 of the relay Z Mention was made of recording the time of operation of ,the relay Z by means of mechanism in connection with the contactor Q This mechanism is conventionally shown in connection with therelay Z in Figure 1 and comprises a. clock-operated paper dial (Z on which the time of giving an order, and replying thereto, is impressedby markers, on, m. These are mounted on the armature a. When the magnetrm is en ergized by operation of the relay, the "marker m records. the time, and when the relay and the magnet m are deenergized, the marker m records the time. i

The N circuit is energized to hold the core 7911p by the lifting of the cont actor N current then flowing from the positive pole of the source of energy over wire SB to branch 1&3 and over this path contactor N wire. 117, wire 108, contactor N wire 119, contactor N wires 110128, contactor N wire 121, contactor N wire 112,. contactor N wire 131, contactor, N Wire 124, contactor N wire 133, contactor 1 wire 126, and contactor N to wire 106, from thence flowing over th'econtactors S S S S and S of the stick circuit to the front point 99, through solenoid Z back to the negative pole of the source of energy over the com mon negative return wire i tic-k energy is thus supplied to the S016?" noid Z so that the core 79 remains up and the'varieus contactors associated therewith remain in the position shown in Figure 2,; until. another order is issued from a trans i'nitting instrument. The order bells OB are still ringing and all order indications 0 (stand by) are still lighted.

The engineers reply stops all order bells ringing and extinguishes all or der;indica tions but lights all reply indioatlons R, thus constituting the acknowledgment of the stand by order. Consider Figure 3. In replying, the engineer presses the reply switch RS whereupon=currentflows from p the bus A (which is still energizedby virtue of the flow of current fromthe positive pole of the source of electrical energy, over wire SB, branch 1&3, tie cont-actors M M etc. M of the M circuit, and wire 142) over wire 312 to the front point 57, through switch to the engine room reply wire E, bus E, wire 7 1 to the solenoid Z, and from thence to the negative pole of the source of energy via the common return C. The solenoid Z being energized, attracts the core 85 consequently lifting the contactors S, 156, 263, and (3 into engagement wlththe respective front points. The contactor Q makes record of the time of lifting of the 1 All order bells are-silenced and all order indications O are extinguished by the lift: ing of the contactor 263 at the depression of the reply switch RS, since the formerly active order common return wire O0 is now broken at the back point 264; of the wire 265, thus severing return communication of the current to the common negative return wlre C, from the order common wire OC connected to the indications O and order bells OB. Also, upon depression of the reply switch RS current flows through the reply indication R in the engine room in this manner: Current flows from the positive has A, down wire 68, order wire 246 to the contactor P front point 292 to the wire 302, thence through the reply indications R and returning to the negative pole of the source of energy via the wires RC and 2% to the point of connection to the bus RC, wire 267 and front point 266 to the contactor 263 of relay Z, over wire 262 of the safety circuit to the raised contactor 256 and wire C to the bus C.

Bear in mind that it is the depression of the engineers reply switch RE which causes the foregoing passage of current through the reply indication R. The depression of this switch caused the energization of the relay Z for the completion of a current path from the reply indication It at the front point 266 of the contactor 263, and the prior energization of the relay Z made it possible to complete the circuit path at the front point 292 of the contactor P. No current can flow through the companion order indication O in the engine room, because the lifting of the contactor 263 broke the path necessary for the return of the current to the common wire G.

In addition to the lighting of the reply indication R in the engine room, all other reply indications P6 are lighted in this manner: Current flows from the bus A (still energized by current flowing from main wire SB, branch 148 and the intact M circuit) over wire 215 to the contactor 195 of the auxiliary relay ZA (still energized by the passage of current from bus A to ZA via wire 215 and common wire and bus C) over wire 235 to the reply indication R (for example of the navigating bridge 9) returning to the negative pole of the source of energy via wires RC and 24 to the bus RC, thence over wire 267 and the same current path described in connection with the reply indication R of the engine room.

Positive current from the wire 235 leading from the relay ZA, is carried to all other transmitting instruments by the auxiliary bus AR All reply indications R throughout the entire system, remain lighted by virtue of the following means, until an ensuing order is given: Stick energy is supplied to the solenoid Z to keep the core up and the contactor 263 in contact with the front point 266 of the ,wire 267, thereby keeping the return path of current from the reply 1ndications R", via wires RC, 2 1, bus RC, wire 267, contactor 263, the safety circuit R, wire C and bus C, intact after the reply switch BS is released by the engineer. This stick energy for the solenoid Z flows from the positive pole of the source of energy, over wire SB, branch 143, the various contactors and wires of the N circuit described in connection with Figure 2, finally reaching the wire 106, from thence flowing over wire 107 to the contactor S to the front point 105, a portion of wire 155, through solenoid Z to the negative pole of the source of energy via the common return wire C. The solenoid Z is still energized from the initial operation of issuing the stand by order through the act of turning the main switch M8 and consequently the N circuit remained complete for the passage of current to the stick energy wire 107, as just described.

The slow order is issued from the transmitting instrument on the navigating bridge 9, or any other transmitting instrument throughout the ship, by depressing the order switch 0S (see Figure t), whereupon these actions take place substantially simultaneously: (1) The relay ZA is energized, (2) the solenoid Z is energized, (3) all order indications O and order bells OB throughout the ship are lighted and rung, (4) the stick circuit S for solenoid Z is broken, (5) the N circuit is momentarily broken to deenergize the solenoid Z, and (6) the solenoid Z is momentarily energized to retract the core 85. The foregoing action are now described in detail.

(1) Upon depressing the order switch 08 so that the switch rests against the front points 55, 46 current flows from the positive pole of the source of energy over the positive main line wire SB to the switch 08 over the branches 26, 27 and 28 to the front point 55, wire 223 to the relay ZA", returning to the negative pole of the source of energy via the bus C. The contuctor 193 is attracted. The bus A is energized by virtue of current flowing down the wire 213 from its point of connection to the Wire 2:23.

(2) The solenoid Z is energized by the passage of current from the bus A over the wire 66 to said solenoid, returning to the negative pole of the source of energy via wire and bus C. As a result of the energization of Z the core 77 is drawn up and the various contactors S etc. are moved into contact with their front points 97 etc. The contactor Q}, of the time recording mechanism, marks the time when the core 77 was raised.

(3) All order indications G and order bells OB throughout the ship are actuated,

Inn

current for the latter flow i thus:

R (new raised to engage the trout point) wire C and bus 0.

7 Current for the energization of the former (indications O flows from the bus A up wire 213, contactor 193, front point203 and Wire 16 to the indication O, returning via the order common Wire CG and bus C.

Energy supplied the auxiliary relay ZA over wire 213 from the bus A the lower portion of Wire 223, returningto the negative'pole of the source of energy via the common Wire C. It is by this last circuit that'the contactor 193 is held up to keep the adjacent front points closed for the completion of the order indication circuit.

(4) The stick circuit S for the solenoid Z is broken at the back point of the contactors S When the later was lifted upon the elevation of the core 77. Since current cannot flow to the solenoid Z it naturally tollows that its-core T'9must tall and consequently drop all of its contactors 5* etc. leading the current from the branch 14:3 to the stick circuit S over a contactor path ditl'erent from that shown in Figures 2 and 3. (See Fig- 1.)

It is to be observed that the path of the current through the N circuit is the same in Figure. 4 as in Figure 2 until it reaches the relay Z Where it is SllUIltGClfIOlD passage through the I contactors N to passage through the contactors N, by reason of the deenergization of the solenoid Z explained above. The N circuit would be broken Were it not for the picking up of the contactors N of the relay Z which act again completes the N circuit so that current is con ducted to the solenoid Z holding the core T7 up and thereby keeping the bus wire A energized until the engineer replies to the order 0 (slow).

The bus A, which up to the time of the depression of the order switch O3 supplied consequently the reply indications R are cntingu'ished.

(5) The N circuit momentarily broken to deenergize the solenoid at the contactor N upon the deenergization ot the solenoid Z and consequent return of the core 79. This breaking of the N circuit severed the passage ot-current to the sole noid Z, so that that solenoid became deenergizcd and the core 85 tell to its normal lowermost position, This tailing or returning of the core85' breaks thereturn path 01"- the current from the reply indications R (inFigure 3 tor example) at the contactor i365 and trout point 266. But as stated before, the N circuit is reestablished upon the lifting of the core T? of solenoid Z when the contactor ll is moved into contact with the adjacent front point of the wire 11-1.

(6) The solenoid Z is momentarily energized to retract the core S5, for the purpose of aroiding any failure of operation of the relay Z by i-zticking, breaking of the spring 189 in Figure 15, etc. The reader can readily see that it is absolutely necessary for the core 85 to shift, if forno other purpose than to extinguish the reply indications R by thebreaking of the return circuit at the contactor 263. The solenoid Z at the bottom operates to positively retract thecore This solenoid is energized by the passage of current from the positive pole of the source of energy, ovcr Wire-SB, branches 26, "27 and 28, to the switch OSfl tronr point 16 and over the restoring Wire H to the bus H, Wire 158 to the contactor 156,'

Wire 157, through solenoid Z returning-to the negative pole of the source of energy via Wires 159 and C. The momentary nature of the energization of solenoid Z can be understood at once when the reader considers that it is only 'Whilethe contactor 156 is up that there can be a passage of current tothe bottom solenoid. The instant a current is'passed-tln-ough the path including the 'contactor 156, there is an instant. response bytliesolenoid Z resulting in the. breakin of that-path at thecontactor 156.

The ofiicer on the navigating bridge 9has by this time released the order swit'ch 08 (Figure but the solenoid Z is still ener: gized, the core 77 stillbeing raised, and all order bells;- OB are still. ringing avith the corresponding order-indications 0 (slow) still prominent throughout the: system. Tl e engineer must new reply to the slow order. CODSZClQFFlgUI65. The

engineer makeshis reply by depressing his reply switch RS whereupon: 1) The solenoidZ is energized and actuated to silence all order bells and extinguish all order in-f dications O all reply indications R are lighted, and (3) stick energyis' supplied to the solenoid Z and the relay Z remains up.

(1) The engineerpresses the reply switch RS so that it engages the front pointer"), whereupon current flows from the positive pole or the source of energy over the main positive line wire SB, branch 1 13, the con tactors and wires of the N. circuit, desig'- nated in heavy "lines in Figureh and de- 

